An apparatus and method for determining the presence of excessive yaw rate in a vehicle by calculating an instability index that is a function of the vehicle yaw rate and generating an excessive yaw rate signal when the instability index exceeds a yaw rate threshold.
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14. An apparatus for detecting excessive yaw induced in a towing vehicle by a towed trailer, the apparatus comprising:
a plurality of vehicle parameter sensors adapted to be mounted upon the towing vehicle; and
an electronic control unit also adapted to be mounted upon the towing vehicle, said electronic control unit electrically connected to said vehicle parameter sensors, said control unit responsive to signals received from said vehicle parameter sensors to calculate an instability index for the combination of the towing vehicle and the towed trailer that is a function of the towing vehicle yaw rate and, upon said instability index exceeding a predetermined instability threshold, the electronic control unit is further responsive to generate an excessive yaw motion signal.
18. A method for detecting excessive yaw rate for a towing vehicle towing a trailer, the method comprising:
(a) providing a plurality of vehicle parameter sensors adapted to be mounted upon the towing vehicle and an electronic control unit adapted to be mounted upon the towing vehicle, the electronic control unit electrically connected to the vehicle parameter sensors;
(b) monitoring the vehicle parameter sensors with the electronic control unit to determine an instability index for the combination of the towing vehicle and the towed trailer that is a function of the towing vehicle yaw rate; and
(c) comparing the instability index to a predetermined instability threshold, and upon the instability index exceeding the predetermined instability threshold, generating an excessive yaw motion signal.
19. A method for detecting excessive yaw rate for a towing vehicle towing a trailer, the method comprising:
(a) providing a plurality of vehicle parameter sensors adapted to be mounted upon the towing vehicle and an electronic control unit adapted to be mounted upon the towing vehicle, the electronic control unit electrically connected to the vehicle parameter sensors;
(b) monitoring the vehicle parameter sensors with the electronic control unit to determine an intended maximum yaw rate curve and an actual towing vehicle maximum yaw rate curve and to then determine an instability index for the towing vehicle that is a function of the difference between the intended maximum yaw rate curve and the actual towing vehicle maximum yaw rate curve; and
(c) comparing the instability index to a predetermined instability threshold, and upon the instability index exceeding the predetermined instability threshold, generating an excessive yaw motion signal.
1. An apparatus for correcting excessive yaw induced in a towing vehicle by a towed trailer, the apparatus comprising:
a control valve adapted to be connected to the towing vehicle hydraulic brake system, said control valve operable to selectively actuate the towing vehicle wheel brakes;
a plurality of vehicle parameter sensors adapted to be mounted upon the towing vehicle; and
an electronic control unit also adapted to be mounted upon the towing vehicle, said electronic control unit electrically connected to said control valve and said vehicle parameter sensors, said control unit responsive to signals received from said vehicle parameter sensors to calculate an instability index for the combination of the towing vehicle and the towed trailer that is a function of the towing vehicle yaw rate and upon said instability index exceeding a predetermined instability threshold, said control unit is further responsive to cause said control valve to selectively apply the towing vehicle brakes to counter the towing vehicle yaw motion.
15. An apparatus for correcting excessive yaw induced in a towing vehicle by a towed trailer, the apparatus comprising:
a control valve adapted to be connected to the towing vehicle hydraulic brake system, said control valve operable to selectively actuate the towing vehicle wheel brakes;
a plurality of vehicle parameter sensors adapted to be mounted upon the towing vehicle; and
an electronic control unit also adapted to be mounted upon the towing vehicle, said electronic control unit electrically connected to said control valve and said vehicle parameter sensors, said electronic control unit being responsive to signals received from said vehicle parameter sensors to determine an intended maximum yaw rate curve and an actual towing vehicle maximum yaw rate curve and to calculate an instability index for the towing vehicle that is a function of the difference between said intended maximum yaw rate curve and said actual towing vehicle maximum yaw rate curve, said electronic control unit being further responsive, upon said instability index exceeding a predetermined instability threshold to generate an excessive yaw motion signal.
2. An apparatus for correcting excessive yaw induced in a towing vehicle by a towed trailer, the apparatus comprising:
a control valve adapted to be connected to the towing vehicle hydraulic brake system, said control valve operable to selectively actuate the towing vehicle wheel brakes;
a plurality of vehicle parameter sensors adapted to be mounted upon the towing vehicle; and
an electronic control unit also adapted to be mounted upon the towing vehicle, said electronic control unit electrically connected to said control valve and said vehicle parameter sensors, said electronic control unit being responsive to signals received from said vehicle parameter sensors to determine an intended maximum yaw rate curve and an actual towing vehicle maximum yaw rate curve and to calculate an instability index for the towing vehicle that is a function of the difference between said intended maximum yaw rate curve and said actual towing vehicle maximum yaw rate curve, said electronic control unit being further responsive, upon said instability index exceeding a predetermined instability threshold to cause said control valve to selectively apply the towing vehicle brakes to counter the towing vehicle yaw motion.
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This application is a continuation of International Application No. PCT/US2004/020343, filed Jun. 25, 2004, which claims priority from U.S. Provisional Patent Application No. 60/483,860, filed Jun. 30, 2003 and U.S. Provisional Patent Application No. 60/497,610, filed Aug. 25, 2003. The disclosures of all of the applications are incorporated herein by reference.
This invention relates in general to vehicle stability control systems and in particular to detection and correction of vehicle yaw movement while the vehicle is towing a trailer.
With the increasing popularity of recreational activities such as boating, snowmobiling and similar activities, the need to tow trailers for transporting recreational equipment is increasing. Additionally, many motorists have access to light utility trailers for hauling items. The increasing need to tow trailers has been noted and vehicle manufactures have responded by marketing pickup trucks and sport utility vehicles equipped with trailer towing packages that can include a trailer hitch, a wiring harness and connector for the trailer brake lights and additional cooling capacity for the engine coolant and lubricating oil. A typical vehicle 10 towing a trailer 12 is illustrated in
Due to their nature, trailers are totally controlled by the towing vehicle. Outside factors, such as loading, speed, road conditions, cross winds and movement of the towing vehicle can induce unwanted motions in a trailer. Among such unwanted motions, is rotation, or yaw motion, as represented by the double headed arrow labeled 18 in
The yaw motions of the towing vehicle 10 can develop quite suddenly and, if the vehicle operator does not react quickly, and correctly, can result in loss of directional control of the towing vehicle. An improper response by the towing vehicle operator to trailer induced yaw motions can actually exacerbate the yaw motions. In an extreme situation, the combination of the trailer 12 and vehicle 10 may jackknife, run off the road, or cross into the opposing traffic lane. Any of these results are most unsatisfactory. Additionally, trailers are typically not equipped to detect yaw motion. Accordingly, it would be desirable to be able to detect the development of yaw motions in a towing vehicle sufficiently in advance of a directional stability problem developing to allow time for the vehicle operator to take corrective actions. It also would be desirable to provide such detection by utilizing components already present upon the towing vehicle. It would be further desirable to use brake control systems present upon the vehicle to correct the trailer induced towing vehicle yaw motions before directional control problems develop.
This invention relates to detection and correction of vehicle yaw movement while the vehicle is towing a trailer.
The present invention contemplates an apparatus for detecting excessive yaw motions induced in a towing vehicle by a towed trailer that includes a plurality of vehicle parameter sensors adapted to be mounted upon the towing vehicle and an electronic control unit also adapted to be mounted upon the towing vehicle. The electronic control unit is electrically connected to the towing vehicle parameter sensors and is responsive to signals received from the vehicle parameter sensors to calculate an instability index for the towing vehicle that is a function of the towing vehicle yaw rate. Upon the towing vehicle instability index exceeding a predetermined instability threshold, the electronic control unit generates an excessive yaw motion signal, which in the preferred embodiment, causes an instability flag to be set.
The invention further contemplates that the electronic control unit is operable to determine an intended maximum yaw rate curve and an actual towing vehicle maximum yaw rate curve. The electronic control unit being further operable to determine the instability index as a function of the difference between the intended maximum yaw rate curve and the actual towing vehicle maximum yaw rate curve. The invention also contemplates that the vehicle parameter sensors include a steering angle sensor and a plurality of wheel speed sensors adapted to be mounted upon the towing vehicle. The electronic control unit is responsive to signals received from the steering angle sensor and the wheel speed sensors to calculate a driver intended yaw rate and then use the driver intended yaw rate to calculate the intended maximum yaw rate curve. Additionally, the towing vehicle parameter sensors include a yaw rate sensor adapted to mounted upon the towing vehicle with the yaw rate sensor generating a signal that is proportional to the actual towing vehicle yaw rate. The electronic control unit being responsive to the actual towing vehicle yaw rate to calculate the actual towing vehicle maximum yaw rate curve.
It is further contemplated that the excessive towing vehicle yaw rate detection apparatus may be included in a vehicle stability control system that would be responsive to the excessive yaw rate signal to selectively apply the towing vehicle brakes to reduce the excessive yaw rate.
The present invention also contemplates a method for detecting excessive yaw motions induced in a towing vehicle by a towed trailer that includes the steps of providing a plurality of vehicle parameter sensors adapted to be mounted upon the towing vehicle and an electronic control unit also adapted to be mounted upon the towing vehicle. The electronic control unit is electrically connected to the vehicle parameter sensors and monitors the vehicle parameter sensors and uses the sensor output signals to determine an instability index for the towing vehicle that is a function of the towing vehicle yaw rate. The electronic control unit then compares the instability index to a predetermined instability threshold. As a final step, upon determining that the instability index exceeds the predetermined instability threshold, the electronic control unit generates an excessive yaw motion signal, which in the preferred embodiment, causes an instability flag to be set.
It is further contemplated that the apparatus can be included in an electronic brake control system and that the method further includes, subsequent to the instability flag being set, a step of selectively applying the towing vehicle brakes to reduce the yaw motion of the towing vehicle.
Various objects and advantages of this invention will become apparent to those skilled in the art from the following detailed description of the preferred embodiment, when read in light of the accompanying drawings.
The present invention contemplates using the components available in a Vehicle Stability Control (VSC) system to detect and correct unwanted yaw motions in a towed trailer. Referring now to the drawings, there is illustrated in
The VSC system 30 includes a brake pedal 32 that is mechanically connected, as indicated by the dashed lines, to a brake light switch 33 and a dual reservoir master cylinder 34. A first reservoir of the master cylinder 34 supplies hydraulic fluid to a front wheel brake circuit while a second reservoir provides hydraulic brake fluid to a rear wheel brake circuit. Thus, the brake system illustrated in
The control valve 36 is connected by a first pair of hydraulic brake lines 42 and 44 to wheel brakes (not shown) for the left and right front vehicle wheels 46 and 48, respectively. For the vehicle shown in
The speed of the front wheels 46 and 48 are monitored by a first pair of wheel associated wheel speed sensors, 58 and 60, respectively. Similarly, the speed of the rear wheels 54 and 56 are monitored by a second pair of associated wheel speed sensors 62 and 64, respectively. The wheel speed sensors 46, 48, 62 and 64 are electrically connected to an VSC Electronic Control Unit (ECU) 66. The ECU 66 also is electrically connected to the bake light switch 33. Closing the brake switch 33 provides a signal to the ECU 66 that the vehicle brakes have been activated. The ECU 66 also is electrically connected to the pump motor and the actuation coils of the solenoid valves included with the control valve 36. The ECU 66 is further electrically connected to several sensors that monitor the dynamics of the towing vehicle 10. One of the sensors is a steering angle sensor 68 that generates a signal that is proportional to the steering angle of the front wheels 46 and 48. Additionally, as shown in
During vehicle operation, the microprocessor in the ECU 38 continuously receives speed signals from the wheel speed sensors 58, 60, 62 and 64. Additionally, the microprocessor receives input signals from the steering angle sensor 68, the yaw sensor 70, the accelerometer 72 and the engine controller 74. The ECU microprocessor is operative to detect any excessive deviation of the vehicle direction from the desired vehicle direction. The ECU 66 is responsive to the excessive deviation to selectively operate the solenoid valves in the control valve 36 to apply the vehicle wheel brakes to generate a counter brake torque to correct the directional deviation. Thus, if the vehicle 10 begins to bear excessively left, one or both of the right wheel brakes are applied to cause a braking moment to swing the vehicle 10 to the right. If needed, the ECU 66 also can send a control signal to the engine controller 74 to reduce the engine torque. While the system 30 has been described in terms of VSC, the components also can be utilized, with the appropriate control algorithm, to provide Traction Control (TC) and Anti-lock Brake Control (ABC) functions for the towing vehicle 10.
The present invention contemplates an ECU control algorithm that utilizes the components of the VSC system 30 shown in
An overall flow chart for the yaw detection and reduction algorithm is illustrated in
Following preparation of the sensor data in functional block 84, the algorithm advances to functional block 85 where a maximum curve of a driver intended yaw rate, Rlin, is determined. The determination of the Rlin maximum curve is illustrated in
In decision block 90, the towing vehicle speed is compared to a predetermined reset speed and the instability index VINS determined in functional block 89 is compared to an instability index minimum threshold. If either the towing vehicle speed is less than the reset speed or the instability index is less than the instability index minimum threshold, the algorithm transfers to functional block 91. In functional block 91 the proportional, integral and derivative terms of the instability index VINS are reset. The algorithm then advances to decision block 92. If, in decision block 90, the towing vehicle speed is greater than, or equal to, the reset speed and the instability index is also greater than, or equal to, the instability index minimum threshold, the algorithm advances directly to decision block 92.
In decision block 92 the actual towing vehicle yaw rate frequency, as determined in functional block 87, VYf, is compared to a frequency range that is a function of the actual towing vehicle yaw rate magnitude. In the preferred embodiment, the lower limit, f1, on the frequency range is 0.4 Hz, while the upper limit, f2, is 1.1 Hz; however, other values for the frequency range bounds also may be used. If the vehicle yaw frequency falls within the frequency range, the algorithm transfers to functional block 93 where the proportional and integral terms and a negative derivative term of the instability VINS index are calculated. The algorithm then continues to functional block 94. Should the vehicle yaw frequency fall outside of the frequency range in decision block 92, the algorithm transfers to functional block 95 where the proportional and derivative terms of the instability index are reset and the algorithm ramps out of the integral term. The algorithm then continues to functional block 94.
In functional block 94, the instability index is passed through a low pass filter. The algorithm then advances to functional block 96 where a deceleration request is determined for potential use as a corrective action. The algorithm then continues to decision block 97.
The inventors have determined that trailer yaw motion is speed sensitive. Therefore, in decision block 97, it is determined whether actual the towing vehicle speed VS is greater than a minimum speed threshold, TMIN. If the towing vehicle speed is less than, or equal to TMIN, the algorithm returns to functional block 82 for the next iteration. Also, the algorithm is not intended for use when the towing vehicle 10 and trailer are backing. Accordingly, the direction of movement of the towing vehicle also is checked in decision block 97. If the towing vehicle 10 is moving in reverse in decision block 97, the algorithm returns to functional block 82 for the next iteration. Only if the towing vehicle is not in reverse and the towing vehicle speed is above TMIN in decision block 87, does the algorithm transfer to decision block 98.
In decision block 98, the towing vehicle instability index VINS is compared to a first excessive yaw threshold, T1. If the towing vehicle instability index VINS is greater than the first excessive yaw threshold T1, the algorithm determines that the trailer 12 is experiencing excessive yaw movement and advances to decision block 99 where a trailer yaw flag is set to activate corrective action. The algorithm then advances to functional block 100 where one or more available corrective actions are applied to the towing vehicle 10 to reduce and/or eliminate the trailer yaw motion. Various possible correction actions are described below. The algorithm then continues to decision block 101. If, in decision block 98, it is determined that the instability index is less than, or equal to, the first excessive yaw threshold, T1, the algorithm transfers to decision block 102 where the instability index is compared to a second excessive yaw threshold, T2, that is less than the first excessive yaw threshold T1. The second excessive yaw threshold T2 is selected to be less than the first excessive yaw threshold T1 to introduce hysteresis and thereby avoid “hunting” within the algorithm. If, in decision block 102, the instability index has fallen below the second excessive yaw threshold T2, the algorithm advances to functional block 103 where the trailer yaw flag is reset. The algorithm then advances to decision block 101.
In decision block 101, the vehicle status is compared to an algorithm end criteria. As shown in
The invention also contemplates several additional optional criteria that are not shown in
As shown in
A block diagram that illustrates the derivation of the driver intended vehicle yaw rate maximum curve is shown in
Similarly, a block diagram that illustrates the derivation of the actual vehicle yaw rate maximum curve is shown in
The yaw rate maximum curves derived as shown in
The resulting signal is then operated upon by three different operators in the right portion of
Typical curves for the values determined within the block diagram shown in
The frequency associated with the PID signal in
Once it has been determined that the trailer is experiencing excessive yaw motions, one of several types of corrective measures can be applied. The first type of corrective measure includes deceleration of the vehicle and trailer by applying only the towing vehicle brakes. The braking can accomplished by actuating only the rear wheel brakes, only the front wheel brakes, or both the front and rear wheel brakes. When the brakes on only one axle are applied, the rear wheel brakes are preferred over the front wheel brakes. In the preferred embodiment, the towing vehicle brakes are applied to provide a deceleration rate that is within the range of 1.0 to 7.0 meters/second2; however, other deceleration rates may also be used. For example, in an alternate embodiment, the deceleration rate may be selected to be within the range of 1.5 to 5.0 meters/second2. Additionally, the ECU 66 may send a control signal, as determined in functional block 96 of
With regard to the deceleration rates resulting from the brake applications, in the preferred embodiment, the invention contemplates using two deceleration rates with the selected deceleration rate being determined by the magnitude of the instability index VINS. When the instability index VINS exceeds the first instability threshold T1, the ECU is responsive to apply a medium deceleration to counter the vehicle yaw motios. Typical medium deceleration rates may be within a range 4.0 to 5.0 meters/second2. If the instability index VINS drops below the first instability threshold T1, but still exceeds the instability threshold T2, the ECU 66 is responsive to apply a low deceleration to counter the vehicle yaw motions. Typical low deceleration rates may be within a range 1.0 to 3.0 meters/second2.
The invention also contemplates another alternate embodiment where the deceleration rate applied to the vehicle brakes is continuously variable as a function of one or more vehicle parameter (not shown). For example, the deceleration may be either a linear or non-linear function of the towing vehicle speed.
A second type of corrective measure contemplated by the invention applies to a vehicle towing a trailer that is equipped with trailer brakes. The trailer brakes would typically be actuated by a trailer brake control unit upon detection of vehicle deceleration. For the second type of corrective measure, the trailer is braked with a slightly higher deceleration rate than that of the towing vehicle. For example, if the towing vehicle is braked at 2.0 meters/second2 the trailer could be braked at 2.0 meters/second2+an offset, such as, for example, an offset selected from within a range of 0.2 to 0.5 meters/second2. The offset could be either programmed into the trailer brake controller or supplied independently to the trailer brakes by the ECU 66.
A third type of corrective measure would also apply to a trailer equipped with trailer brakes. The third corrective measure contemplates deceleration of the towing vehicle as described above combined with an independent trailer brake application to generate a counter brake torque in opposition to the trailer yaw motions. Thus, if the trailer is yawing to the left, the left trailer brake would be applied to swing the trailer back to the right.
Finally, a fourth type of corrective measure is contemplated in which the towing vehicle brakes are applied to provide a counter brake torque in opposition to the trailer yaw motions. The fourth corrective measure can be applied to only the towing vehicle brakes or, if the trailer is equipped with brakes, in combination with a trailer brake application. An example of the fourth type of corrective measure is illustrated in
While the additional brake pressure modulation is shown in
An alternate embodiment of the fourth type of corrective action is illustrated in
The invention further contemplates another alternate embodiment in which the towing vehicle and trailer yaw movements are monitored to determine an optimal time for applying the brakes. When such an optimal time is determined, the control unit delays the brake application until both the instability factor exceeds the first excessive yaw threshold T1 and the optimum moment for inducing a stabilizing brake moment has arrived.
The principle and mode of operation of this invention have been explained and illustrated in its preferred embodiment. However, it must be understood that this invention may be practiced otherwise than as specifically explained and illustrated without departing from its spirit or scope.
Spieker, Arnold H., Knechtges, Josef, Einig, Frank, Raffauf, Ralf, Doll, Kenneth
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